Car dumper end support

ABSTRACT

A combined vertical support and end lock mechanism is located at each end of a tiltable track section of a rotary car dumper. Engagement of the mechanism simultaneously actuates both the horizontal and vertical end supports. The vertical support maintains the end of the tiltable track section at the same elevation as the rail bed when a loaded car is placed in the dumper. The end lock mechanism also prevents longitudinal shifting of the tiltable track section when cars are moved onto or through the dumper. In addition, the end lock is self adjusting to accommodate longitudinal shifting of the track section prior to engagement of the lock mechanism.

mted States Patent [151 3,635,363 Ouska 1 Jan. 18, 1972 [54] CAR DUMPER END SUPPORT 2,850,184 9/1958 Musschoot ..214/53 [72] Inventor: Ralph C. Ouska, l-lmsdale, Ill. Primary Examiner Rpbert G Sheridan [73] Assignee: FMC Corporation, San Jose, Calif. A n y-E d so an C- E. Tripp [22] Filed: DEC. 29, 1969 [21] App! 8884535 A combined vertical support and end lock mechanism is located at each end of a tiltable track section of a rotary car 52 us. Cl. ..214/52 c dumper- Engagement 0f the mechanism simultanewsly [51 Int. Cl ..B65g 67/50 ales hrizmal and end P The veni- 5s 1 Field of Search ..214/47 49 52 52 c s3 54 cal mainains the end tumble swim 4 the same elevation as the rail bed when a loaded car is placed 1 in the dumper. The end lock mechanism also prevents longitudinal shifting of the tiltable track section when cars are moved [56] References cued onto or through the dumper. In addition, the end lock is self n- STATES PATENTS adjusting to accommodate longitudinal shifting of the track section prior'to engagement of the lock mechanism. 1,793,622 2/1931 Kidder ..214/47 2,608,31 1 8/1952 Findlay ..214/52 R 7 Claims, 7 Drawing Figures PATENIED JAN 1 a 1972 SHEET 2 OF 4 T'Il3 E PATENTED mu 8 m2 SHEET l} 'UF 4 NQ. m

W N-H W CAR BUMPER END SUPPORT BACKGROUND OF THE INVENTION l Field of the Invention This invention relates to rail car dumping apparatus of the type having a tilting or rotating track section. The invention is directed to an improvement in the end locking mechanism which prevents moving of the tilting track section as cars are placed on or removed therefrom.

2. Description of the Prior Art Musschoot, US. Pat. No. 2,850,184 describes avertical end support for oscillating car dumper. The end support includes pivoting link members mounted on the bottom and ends of the pit that are'actuated by a hydraulic cylinder to engage a pad to vertically support the ends of the oscillating track section.

Findlay, US. Pat. No. 2,608,311 describes an apparatus for combined side and end tilting of a rail car. End supports mounted on the cradle prevent movement while a car is placed thereon; however, only a vertical support is provided by a claw-shaped end lock. The car end clamps, which operate in conjunction with the lock do not provide longitudinal support for the cradle.

SUMMARY OF THE INVENTION The purpose of the present invention is to provide an improved means for locking and supporting the tilting track section such as is employed in commonly known rotary car dumpers. One of the previous methods employed was the use of a vertical support roller on a hydraulically actuated linkage such as disclosed by. Findlay or Musschoot previously described. This system has the disadvantage that no allowance is made for the handling of end thrusts on the tilting track section as cars are moved on and off of the section.

Another method is the employment of a vertical support and a pair of horizontally opposed wedges at each end of the tilting track section that are driven into wedging contact between the frame of the track section and the edges of the pit at each end thereof. The disadvantage of this system is the requirement for multiple controls and multiple hydraulic cylinders to effect the locking and support of the tilting track section.

One of the objects of the present invention is'to provide for both vertical support and horizontal locking action which prevents the longitudinal shifting of the tilting track section. This is accomplished by providing a linkage actuated vertical support roller that bears both on vertical and longitudinal support pads on the tilting track section and a compensating horizontal thrust pad mounted on each end of the pit.

Another object of the invention is to provide a locking mechanism which positively and rigidly locks the tilting track section even when the track section has been longitudinally displaced from its nominal position. This is accomplished by means of a compensating pad mechanism mounted on each end of the pit. The compensating pad mechanism provides a longitudinal thrust reaction mounting which permits shifting of the tiltable track section from its nominal position and yet prevents binding engagement of the thrust wheel which bears on both the vertical thrust pad, the horizontal thrust pad and the compensating pad mechanism. 1

Another advantage of the present invention is the employment of multiple linkages to permit actuation of the combined end lock mechanism at one end of the dumper pit by means of a single hydraulic cylinder thereby minimizing the number of controls in reducing the number of components and costs thereof. Release of the combined end supports upon failure-of the hydraulic system or cylinder is prevented by the present design through the employment of overcenter linkages which prevent the locks from opening until positive opening forces are applied to the linkages.

DESCRIPTION OF THE DRAWINGS FIG. 1 is a partial diagrammatic side view of the car dumping mechanism having the combined end locks of the present invention.

FIG. 2 is an enlarged side view of an end lock mechanism in the engaged position.

FIG. 3 is a view similar to FIG. 2 in which the end lock mechanism is in the disengaged position.

FIG. 4 is a view taken on line 4-4 of FIG. 2.

FIG. 5 is a partial cross section of the vertical support linkage taken on line 5-5 of FIG. 2.

FIG. 6 is a cross section of the compensating 'pad mechanism taken on line 6-6 of FIG. 2.

FIG. 7 is an enlarged view of the compensating pad mechanism in the nominal position the limits of movement shown in phantom lines.

DESCRIPTION OF THE INVENTION As seen in FIG. I, the present invention concerns an end lock mechanism 20 one being employed at each end of a rotary rail car dumper of which only the tiltable track section is indicated at 22 for reasons of clarity. The car dumper is of the type described in an application by Reid et al., Ser. No. 806,924, now'U.S. Pat. No. 3,528,57l, assigned to the assignee of the present invention, to which reference may be made for additional information not pertinent to the present invention. Although the rotary car dumper has sufficient structure to support the tiltable track section 22 and a loaded rail car 24 thereon, it is impractical from both the design and economical standpoint to stress the dumper mechanism to withstand the weight of the locomotive and the acceleration and braking forces when a train is driven through the rotary dumper. Therefore, an end lock mechanism 20 of the present invention is provided at each end of the tiltable track section 22to prevent vertical deflection and longitudinal shifting, due to the aforementioned forces, and maintains the section 22 at the same elevation as fixed rails 25, on either side thereof, when the loaded car 24 is moved into the dumper.

An endlock mechanism 20, centrally located at each end of the dumper pit 26, is comprised of a vertical support linkage 28 and a horizontal lock linkage 30. The vertical support linkage 28 includes a thrust wheel 32 on its upper end and is supported at its lower end on a pedestal 34 mounted on the bottom of the dumper pit 26.

As best seen in FIG. 2, the vertical support linkage 28 comprises the thrust wheel 32 rotatably mounted on a pin 36 received in an upper link 38. A lower link 40 is pivotally attached at its upper end to the upper link 38 by means of a pin 42. Similarly, the lower end of the lower link 40 is pivotally mounted in the pedestal 34 by another pin 44.

The horizontal locking linkage 30 is mounted between the upper link 38 of the vertical support linkage 28 and a recessed area of the dumper pit end wall indicated at 46. The locking linkage is comprised of a power link 48 pivotally attached to a mounting pad 50 on the end wall 46 and'a connecting link 52 pivotally connected at 54 to the power link 48 and at 55 to the upper link 38. A hydraulic cylinder 56 having its base end pivotally mounted to an extension 58 from the pedestal 34 is pivotally connected to the powered link 48 at 60 in order to actuate the powered linkage and the remaining linkages in the combined end support as will be explained presently.

The hydraulic cylinder 56 is actuated simultaneously with the hydraulic cylinder of the other end support mechanism 20 at the other end of the tiltable track section 22 by means of hydraulic controls well known in the art.

The end lock mechanism 20 is moved from the engaged position shown in FIG. 2 to the disengaged position shown in FIG. 3 by the powered retracted stroke of the hydraulic cylinder 56. When the endlock mechanism 20 is in the engaged or locked position (FIG. 2), the center of the center pivot 54 of the horizontal locking linkage 30 lies above a centerline 62 drawn between the ends of the linkage 30 in an overcenter position. In this position, the horizontal lock linkage 30 abuts against a pad 64 mounted on the bottom of a frame 66 that supports a compensating follower mechanism 70 and prevents further overcenter movement of the horizontal linkage 30. As mentioned, the connecting link 52 of the horizontal linkage is pivotally connected to the upper link 38 of the vertical support linkage 28. As the linkage 28 is moved to the left, as seen in FIG. 2, the center of the pin and bushing connection 42 indicated at 72 moves to an overcenter position with respect to a line 74 drawn between the opposing ends of the vertical support linkage 28. This motion causes a primarily vertical movement of thrust wheel 32 into engagement with a horizontal thrust pad 76 and a vertical thrust pad 78 mounted on the end of the tiltable track section 22.

The typical construction of the linkages is shown in FIGS. 4 and 5. The power link 48 of the horizontal locking linkage 30 is constructed of two identical sidepieces 80 and 82. A spacer block 84 is welded between the sidepieces so that a clevis is formed. The connecting link 52 is similarly constructed having sidepieces 86, 88, and 90 separated by spacers 92 and 94. The clevis-type ends are joined by the pin 54 as previously mentioned.

The vertical support linkage 28 is partially shown in the section of FIG. 5. A pair of vertical support plates 96 and 98 are seen in the right-hand portion of the figure. Due to the high loading to which the support linkage is subjected, bushings I and 102 are mounted in the support plates and receive the pin 44 that pivotally mounts the lower support link 40. The lower support link 40 is constructed similarly to the horizontal linkages and has three sideplates 104, 106 and 108 separated by spacers 110 and 112. The upper support link 38, seen at the left also has friction reducing bearings 114 and 116.

As seen in both FIGS. 2 and 5, the pins 42 and 44 are retained by tabs 118 and 120. The tabs are retained against the sideplate 108 by bolts 122, 124, and are received in a slot in each pin so that movement of the pin is prevented. Compensating Follower Mechanism As previously mentioned, the compensating follower mechanism indicated at 70 in FIG. 2 permits positive engagement of the end locks 20 when the tilting track section is longitudinally displaced within a limited range. As seen in FIG. 6, a pair of step sliding shafts 128 and 130 are supported in bushings 132, I34, 136 and 138. The bushings are mounted in upper and lower flanges 140 and 142 of the I-shaped cross section of the frame 66.

A smaller l-shaped pad 144 is slidably received on shafts 128 and 130 between the upper and lower flanges. The pad has a central web whose surface 146 engages the thrust wheel 32 mounted on the vertical support linkage as seen in FIGS. 2 and 7. The compensating pad 144 is supported on the shafts by means of springs 147 and 148 that bear against the underside of an upper web 150. The springs in turn are supported on centering discs 152 and 154 that rest on shoulders 156 and 158 formed on the sliding shafts 128 and 130.

The manner in which the compensating pad 144 is mounted permits it to move downwardly along shafts 128 and 130 against the supporting springs 147 and 148. The pad is also able to move upwardly until it engages the thrust wheel 32.-A second set of springs 160 and 162, supported by centering discs 164 and 168 resting on a secondary set of shoulders 170 and 172 on the shafts, bear against the underside of the upper flange 140 on the frame 66. The second set of springs or upper set is effective to force the shafts 128 and 130 downwardly. At their lower ends, the shafts are interconnected by a cross shaft 173 that supports a pair of rollers 174 and 176. Multiple spacers 178, 180 and 182 are placed between the rollers and the shafts so that they bear on the sideplates 80 and 82 of the horizontal power link.

Operation As previously explained in connection with FIG. 2, the vertical support linkage and the horizontal locking linkage are actuated by the hydraulic cylinder 56. Referring to FIG. 2, it can be seen that the rollers 174 and 176 are simultaneously moved upward by the upward movement of the power link 48, and consequently raise the sliding shafts 128 and 130 of the compensating pad mechanism. The compensating pad 144 moves upwardly with the shafts due to the action of springs 146 and 148 which are supported by the centering discs 152 and 154 mounted on the shoulders on the sliding shafts. As seen in FIG. 7, the compensating pad 144 is raised. from the lowered position shown in phantom line at 184. to a position where the forward surface of the web 146 engages the thrust wheel as shown in solid line. The upper limit of the compensating pad motion is shown in phantom line at 186.

The operation cycle of the end lock mechanism commences on completion of the dumping of a rail car by the rotary dumping mechanism. When the tilting track section has been returned to the normal position as seen in FIG. I, the hydraulic cylinders 56 are simultaneously activated. From the unlocked position of the end lock mechanism as seen in FIG. 3, the upward stroke of the hydraulic cylinder 56 raises the horizontal locking linkage 30 until it abuts on pad 64. In this position, shown in FIG. 2, the center of pin 54 is located above the center line 62 drawn between the ends of the linkage in an overcenter position. As previously explained, the horizontal locking linkage 30 is also efiective to move the vertical support linkage 28 to the engaged position so that its central pivot pin 42 is also in an overcenter position with respect to line 74 drawn between its ends. The horizontal locking linkage 30 is effective to retain the vertical support linkage 28 in the engaged position until positively unlocked by the downward stroke of the hydraulic cylinder 56.

The upward movement of the horizontal locking linkage 28 also raises the shafts 128, of the compensating pad mechanism 70 and compresses the upper springs 160, 162 as seen in FIG. 7. At the same time, the compensating pad 144 is raised by means of the springs 147 and 148 which rest on the lower shoulders of the sliding shafts. The compensating pad moves upwardly until it engages the thrust wheel 32, shown in solid line in FIG. 7. As seen in FIG. 7, the central axis of the sliding shafts indicated at 198 is inclined with respect to the vertical. Due to this inclination, the compensating pad moves to the left as seen in FIG. 7, as well as upwardly, as the sliding shafts 128 and 130 are raised. The compensating pad 144 continues to move upwardly and to the left until the thrust wheel 32 engages the horizontal thrust pad 76 and the vertical thrust pad 78 located on the tiltable track section, as well as the compensating pad 144. In this manner, the thrust wheel 32 is constrained on three sides as indicated in FIG. 2 and vertically supported by the vertical support linkage 28.

The inclination of the sliding shafts with respect to the vertical as indicated by line 198 has a twofold purpose. The first purpose is to prevent sliding of the compensating pad 144 along the sliding shaft.

The compensating pad 144 continues to move upwardly and to the left until the thrust wheel 32 engages the horizontal thrust pad 76 and the vertical thrust pad 78 located on the tiltable track section 22, as well as the compensating pad 144. The ends of the tilting track section thusly confined and restrained, transmits the vertical and horizontal loads through the unlocked mechanism into the walls of the dumper pit. The vertical loads are transmitted from the vertical thrust pad 78 to the thrust wheel 32. The vertical support linkage and pedestal 34 further transmit the force to the bottom of the dumper pit 26.

The longitudinal forces are horizontally transmitted from the horizontal thrust pad 76 to the thrust wheel 32 and hence to the compensating pad 144 and sliding shafts I28 and 130. The horizontal force Fh as seen in FIG. 7, transmitted to the shafts can be resolved into a force Fx normal to the shaft and a force Fy along the axis of the shaft. It should be noted that the amount of inclination of the shaft axis 198 with respect to the vertical should be limited. By maintaining the inclination in the order of 5, the vertical force component Fy does not exceed the frictional resistance of the shafts 128, 130 and the compensating pad 144. Hence, the compensating pad is frictionally locked and the longitudinal forces are transmitted into the end wall of the dumper pit and no movement occurs in the compensating mechanism when under load.

Referring to the top left-hand portion of FIG. 7, the spacing between the tilting track section 22 and the main rail bed is schematically illustrated. The end of the tilting track section is shown in solid line in the normal position N. The maximum longitudinal displacements therefrom to the left and right are shown in phantom line and labeled L and R.

Let us assume now that the tilting track section is longitudinally displaced to the left. Corresponding to the leftmost position of the track, the compensating pad 144 moves to the uppermost position indicated at 186, thereby solidly engaging the thrust wheel with the horizontal thrust pad 76. Consequently, the end lock mechanism at the other end of the track section 22 would be engaged with its compensating pad in the lowest position such as indicated at 184 in FIG. 7. it will be apparent that if the track section 22 is shifted to the right (Position R), the compensating pad at the right will be in the lower position 184 while the compensating pad for the left and locked mechanism would be in the upper position 186.

Thus it can be seen that the sliding motion of the compensating pad 144 on the inclined shafts 128 and 130 accomplishes a second purpose by providing a limited lateral engagement range to positively lock the tilting track section 22. In addition, the engaging face 146 of the compensating pad is always vertical thereby permitting simultaneous and uniform engagement of the vertical thrust pad 78 by the thrust wheel 32. This engagement is independent of the lateral compensating motion of the pad 144.

Although the best mode contemplated for carrying out the present invention has been herein shown and described, it will be apparent that modification and variation may be made without departing from what is regarded to be the subject matter of the invention.

What I claim is:

1. A car dumping apparatus of the type having a section of track on a cradle mounted for side tilting movement, wherein the improvement comprises end lock means associated with each end of said track section, each of said end lock means including vertical support means to prevent vertical deflection of the ends of the track section under load, and cooperating longitudinal support means to prevent longitudinal shifting of said track section, said vertical and said longitudinal support means being movable between engaged and disengaged positions in response to a single power means.

2. An end lock mechanism for a rail car dumper of the type having a section of track on a cradle mounted in a pit for tilting movement, comprising end lock means associated with each end of said cradle; each of said end lock means including vertical support means to prevent vertical deflection of the ends of said cradle under load, said vertical support means comprising a lower link pivotally mounted to the base of said pit, an upper link pivotally mounted on said lower link adjacent its upper end, said upper link having a thrust roller thereon for engaging a vertical and a longitudinal thrust pad on said cradle, a knee-action horizontal lock linkage extending from the end wall of said pit to a point intermediate the from said longitudinal thrust pad through said roller to the end wall of said dumper pit to prevent longitudinal shifting of said cradle.

3. The apparatus of claim 2 wherein said pivot intermediate the ends of said vertical support means is moved to an overcenter locking position when said knee-action linkage is moved to an overcenter position abutting a rigid member in response to said power means whereby said end lock means is retained in the lock position until positively moved to the unlocked position by said single power means.

4. An end lock mechanism for a rail car dumper of the type having a section of track on a cradle mounted in a pit for tilting movement, fixed track sections in alignment with said tiltable track section that extend to the edges of said pit, said tilting track section being shorter than the distance defined gitudinal support means including compensating pad means permitting engagement of said and lock means when' said cradle is longitudinally displaced at any point between the ends of said fixed rail sections, and each of said vertical and longitudinal support means of each end lock means being simultaneously movable between engaged and disengaged positions in response to single power means.

5. In an end lock apparatus, a compensating pad mechanism for engaging an end support roller between a longitudinal thrust pad on a car dumper cradle and a compensating pad on said mechanism, a frame mounted on an end wall of a dumper pit, shaft means slidably supported in said frame, first spring means biasing said shaft means downwardly, said compensating pad slidably mounted on said shaft means, second spring means bia'sing said pad upwardly along said shaft means, said compensating pad having a thrust roller engaging face parallel to said cooperating longitudinal thrust pad, said shaft means being inclined a sufficient amount with respect to said parallel face and pad so that said pad is frictionally locked 'to said shaft means by any force exerted normal to said roller engaging face.

6. The apparatus of claim 5 wherein said end support roller is mounted on one end of a vertical support linkage, said linkage comprising upper and lower links pivotally connected, said lower link being pivotally mounted at its other end in said dumper pit, a horizontal locking linkage comprising a power link and a connecting link pivotally connected, said locking linkage being pivotally mounted between said end wall of the dumper pit and said vertical support linkage, said horizontal locking linkage being effective to move said vertical support linkage from a disengaged to an engaged position while simultaneously raising said slidable shaft means from a lowered to a raised position in response to single power means.

7. The apparatus of claim 6 wherein said pivotal connection between the upper and lower links is retained in an overcenter position by said horizontal linkage, and said pivotal connection between the power and connecting links is retained in an overcenter position by abutment against said frame.

(5/5 TED STATES ATIENT @FFICE I mmmmm @F em? Dated January 18, 1972 Patent No. 35, 3 3

Inventor(s) RALPH Ca OUSKA It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

Col L, line 68, change "5" to -15-- Signed and sealed this I 8th day of July 1 972.

(SEAL) Attest:

EDWARD MQFLETGHERJRQ ROBERT GOTTSCHAIK Attesting Officer Commissioner of Patents 

1. A car dumping apparatus of the type having a section of track on a cradle mounted for side tilting movement, wherein the improvement comprises end lock means associated with each end of said track section, each of said end lock means including vertical support means to prevent vertical deflection of the ends of the track section under load, and cooperating longitudinal support means to prevent longitudinal shifting of said track section, said vertical aNd said longitudinal support means being movable between engaged and disengaged positions in response to a single power means.
 2. An end lock mechanism for a rail car dumper of the type having a section of track on a cradle mounted in a pit for tilting movement, comprising end lock means associated with each end of said cradle; each of said end lock means including vertical support means to prevent vertical deflection of the ends of said cradle under load, said vertical support means comprising a lower link pivotally mounted to the base of said pit, an upper link pivotally mounted on said lower link adjacent its upper end, said upper link having a thrust roller thereon for engaging a vertical and a longitudinal thrust pad on said cradle, a knee-action horizontal lock linkage extending from the end wall of said pit to a point intermediate the ends of said upper link, power means attached to said knee-action linkage to move said linkage from a broken position to an overcenter position, said knee-action linkage moving said upper and lower links from a disengaged position to an engaged position where said roller contacts said thrust pads, and compensating pad means to transmit longitudinal thrust forces from said longitudinal thrust pad through said roller to the end wall of said dumper pit to prevent longitudinal shifting of said cradle.
 3. The apparatus of claim 2 wherein said pivot intermediate the ends of said vertical support means is moved to an overcenter locking position when said knee-action linkage is moved to an overcenter position abutting a rigid member in response to said power means whereby said end lock means is retained in the lock position until positively moved to the unlocked position by said single power means.
 4. An end lock mechanism for a rail car dumper of the type having a section of track on a cradle mounted in a pit for tilting movement, fixed track sections in alignment with said tiltable track section that extend to the edges of said pit, said tilting track section being shorter than the distance defined between the ends of said fixed track sections, wherein the improvement comprises end lock means associated with each end of said cradle, said end lock means including vertical support means to prevent vertical deflection of the ends of said cradle under load, and cooperating longitudinal support means to prevent longitudinal shifting of said cradle, said longitudinal support means including compensating pad means permitting engagement of said end lock means when said cradle is longitudinally displaced at any point between the ends of said fixed rail sections, and each of said vertical and longitudinal support means of each end lock means being simultaneously movable between engaged and disengaged positions in response to single power means.
 5. In an end lock apparatus, a compensating pad mechanism for engaging an end support roller between a longitudinal thrust pad on a car dumper cradle and a compensating pad on said mechanism, a frame mounted on an end wall of a dumper pit, shaft means slidably supported in said frame, first spring means biasing said shaft means downwardly, said compensating pad slidably mounted on said shaft means, second spring means biasing said pad upwardly along said shaft means, said compensating pad having a thrust roller engaging face parallel to said cooperating longitudinal thrust pad, said shaft means being inclined a sufficient amount with respect to said parallel face and pad so that said pad is frictionally locked to said shaft means by any force exerted normal to said roller engaging face.
 6. The apparatus of claim 5 wherein said end support roller is mounted on one end of a vertical support linkage, said linkage comprising upper and lower links pivotally connected, said lower link being pivotally mounted at its other end in said dumper pit, a horizontal locking linkage comprising a power link and a connecting link pivotally connected, said locking linkage being pivotally mounted between said end wall of the dumper pit and said vertical support linkage, said horizontal locking linkage being effective to move said vertical support linkage from a disengaged to an engaged position while simultaneously raising said slidable shaft means from a lowered to a raised position in response to single power means.
 7. The apparatus of claim 6 wherein said pivotal connection between the upper and lower links is retained in an overcenter position by said horizontal linkage, and said pivotal connection between the power and connecting links is retained in an overcenter position by abutment against said frame. 